Electrically-ignited naphtha engine



1,610,761 A. FIORE v ELECTRICALLY IGNITED NAPHTHA ENGINE Fild Sept. 18, 1924 2 Sheets-Sheet 1 vii t ll via-nun! A. FIORE ELEGTRIGALLY IGNITED NAPHTHA ENGINE 'Filed Sept. 18, 1924 2 Sheets-Sheet 2 Ill Patented Dec. '14, 1926.

UNITED s ArEs PATENT OFFICE.

AMEDEO FIORE. F ROME, ITALY.

ELECTEIC TiLY-IGNITED NAPHTHA ENGINE.

Application filed September 18, 1924. Serial No. 738.508, and in Italy June 6, 1924.

This invention relates to an internal combustion oil engine, based on the principle of generating and maintaining a constant pressure on the liquid fuel by means of a member disposed between the engine and the general fuel reservoir, the fuel being then caused to pass through a cock adapted to adjust the flow speed and successively through a valve gear timely deliverlng the fuel to the injectors of the cylinders the said injectors being arranged in proximity to an electrical resistance (constantly kept at high temperature by a suitable source. of electricity) which distils and ignites the fuel.

The invention eliminates the injecting pumps heretofore used, which are quite dehcate members and hardly effect very fine subdivision of the fuel, as is required in order to allow of rapid and great variatons in the engine power.

The compressing arrangement for the liquid fuel obviates the disadvantages and complication arising when hlgh pressures are generated in the general fuel reservoir and directly compresses the liquid along the delivery pipe and this gradually for small quantities, so that even high pressurescan be realized by virtue of the incompressibi'lity of liquids. I

Through the adjusting cock 1t possible to operate by a single member and therefore at an absolutely equal flow speed all the injectors of the engine cylinders.

The electrical resistance elemin'ates the hot bulbs of the usual engines as well as the ignition lamps, and disadvantages anddanderiving therefrom, it greatly reduces the time required for starting the engine when cold, and it moreover obviates the disturbances arising in multi-cylinder engmes, where it is difficult to keep at a constant temperature the heads of the cyl1nders, which are subject to cooling owmg to the dill'erence in the current of air or accidental thcrmic variations or thermic variations depending from the variation in the load and working ratio of the engine, or non-unlformity of combustion of the fuel at each injection. I

The main parts of the engine are the usual ones, namely the piston, the cylinder, etc. The engine can be a two-stroke or a fourstroke one.

The engine is coupled with a small dynamo, which can also serve as starter, or a separate starter can be provided for. The

dynamo feeds a small battery of accumulawith the cylinder head.

This body has two diainetral holes at A and B. In one of them, e. g. in A, is mounted a spark plug 2 with insulation, through the centre of which passes a wire 3 ending in an electrical resistance 4 extending through the whole of the combustion chamber and forming the ground on the opposite side, so that the current flowing in on the spark plug side, returns through the metal parts of the engine itself;

The resistance is constantly kept hot by the current generated by the dynamo coupled with the engine.

The injector is situated directly in front of the resistance and on the other hole B.

The injector consists of a small cone 5 ending with an orifice 6 capable of pulverizing the naphtha which flows through the cone under pressure and sending the fuel against the electrical resistance.

The injector is supplied from a distance by means of the valve gear'shown in Figures 2 and 3, which is keyed on the shaft when the engine is afour-stroke one, or on the driving shaft when the engine is a twostroke one.

The valve gear consists of a cylindrical casing C within which is a shaft with a single cam D. a On the periphery of the casing are ar ranged at equal distances the connecting tubes H the number of" which corresponds with that of the engine cylinders. The tubes H are provided with valves E held in place by return springs 7. The pressure fuel flows into the casing C of the valve gear. The cam D by turning successively lifts the valves E, causing-the fuel to flow in and to distribute uniformly and timely to the injectors. The angular position of the cams can be varied by the usual means in order to advance or to retard the intro duction of the fuel.

As there is a single cam it is obvious that all the cylinders are actuated in the same and uniform manner. Further, as the pressure Within the valve gear is a uniform one,

the pressure of the naphtha when reaching every cylinder is also a uniform one. I

According to the modified form shown in Fig. 4, the valves E are substituted by pistons F, provided with a port 8 which comes into register with the port 9 when the cam actuates and thereby lifts the piston.

Before the valvegear is situated a single adjusting rock M (Figure 3) for varying the fuel flow. As the liquid is under pressure it is clear that, according to the size'of the aperture which is controlled by the cock, the quantity of fuel flowing through each injector is uniformly varied.

The liquid fuel is maintained at a uniform pressure by means of a pump shown in Fig. 5.

This pump consists chiefly of a casing 9 containing a cam shaft 10, actuated by means of a worm wheel 11 and endless screw 12.

The cams l0 actuate the pistons P in the cylinders 14- held under the action of return springs 15. In the cylinders 14: are provided ports 16, through which the fuel from the tube 17 can flow in and fill the casing 9.

Apertures in the bottom of the cylinders are controlled by outlet valves 18, said cylinders communicating with a chamber Q, from which is branched a tube 17 extending to the cock and valve gear.

From the same chamber Q is branched a cylinder 19 in which is movable a piston R resting against an adjusted spring 20.

The piston moves backwards when the pressure increases in the chamber Q until, should the pressure exceed the predetermined limit, it uncovers a conduit 3 through which the excess fuel returns to the casing 9.

\Vhat I claim is:

1. Means for introducing heavy liquid fuel into the working cylinders of an internal combustion engine, the combination liquid supplied from the pressure chamber.

of a constant pressure chamber, a distributing device for supplying fuel to the cylinders comprising a central chamber, a plurality of radially arranged valves in the latter, a cam rotatable in said central. chamber adapted to successively actuate the valves, and means for'introducing the liquid fuel centrally into the central chamber whereby said cam and valves are immersed in the liquid.

2. Means for introducing heavy liquid fuel into the working cylinders of an internal combustion engine, the combination of a constant pressure chamber, a pump for supplying liquid fuel to the latter, a distributing device comprising a cylindrical casing having a central chamber, a rotary shaft projecting axially throughthe casing, a plurality of radially arranged valves having stems projecting into the central chamber, and a cam carried by the shaft adapted to successive-1y actuate the stems to open the valves, said shaft having an axial passage communicating with the pressure chamber and radial passages connecting the axial passage With the central chamber whereby said cam and valve stems are immersed in the 3. Means for introducing heavy liquid fuel into the working cylinders of an internal combustion engine, the combination of a distributing device comprising a central chamber, a plurality of valves in the latter, a cam rotatably mounted in .the chamber adapted to successively actuate the valves, a pressure chamber, means whereby communication is established between the latter and the central part of the central chamber, a pump for supplying liquid fuel to,the pressure chamber. a cylindrical body communicating with the latter, a by-pass tube connecting the cylindrical body with the suction pipe of the pump, a piston in the cylindrical body subjected on one side to the. pressure in the pressure chamber. and an adjustabie spring on the other side of the piston, whereby the latter normally closes the by-pass tube.

In testimony that I claim the foregoing as my invention, I have signed my name.

AMEDEO FIORE, 

